Planetary type engine



Oct. 28, 1952 W. S. PAWL.

PLANETARY TYPE ENGINE Filed Nov. 15, 1950 we "nmg IIlIIIElIHIIIIIIIIHIIlHHiM 1NVENToR.- War/ter SPa/wb BY /f Patented Oct. 28, 1952 Application November 15; 1950, Serial No. 195,892 l.

` (c1. 12s-8) ,l (Granted under the act of March 3, 1883,as

8 Claims.

'ljhis invention relates to a novel type of internal combustion engines wherein the two main cooperating elements arerelatively rotatable on 'different axes in a common plane. In this type of engines generically, the following relations of the twoelements are essential: (1) the two axes rotate about each other, (2) the inner element simultaneously turns on its own axis in the opposite direction atv the same rate, (3) in any spheria1 plane centered at the intersection of thetwo axes, the inner element has a circular cross-section with a diameter equal to the width of the vcross-section of. the opening formed in the external element, said opening section having circular ends of the same size as the circular section-of the inner element centered at points spaced from the axis of the external element a distance twice the eccentricity of said axes, (Il) the inner element and opening are both helically formed, but with diierent pitches and pitch diametersz' the pitch of the inner element helix being half of that of the pitch of the opening helix,malong anycorresponding increments of theA axes, and the pitch diameter of the-inner elementhelix being equal to twice the eccentricity of said axes, while the helix of the open-y amended April 30, 1928; 370 O. G.V 757) v any two different axes in a eommonplane so that they can intersect, and wherein therela: tively planetary operationsv between vany* cor/re-` sponding sections ofthe elements are performed in spherical planes centered on the intersecton of the axes. Such intersection beingfjat" infinity ing is formed with no pitch diameter. since it is formed about the axis of the opening, (5) the helix` pitches. or the diameter of the inner element, or both, are varied along the axes so as to reduce the volumes of `thechambersformed at one vfend of the elements as they move away from said end during operation to obtain cornpressionfuel being then injected if not already mixed with the airY .entering the forming chambers at lsaid end, the compressed charge being then ignited, the dimensions of the elements abovementioned are then further varied tocause an expansion of the chambers and provdethe power torque to operate the engine.. One specific form of this type of engine which has been described in prior Patent No.2,553,548 issued May 22, 1951, to I-L D. .Canazzi et al., for Rotary Internal Combustion'Engine of Helical Piston'Type, is limited toparallelaxes. which are inacommon plane,V which axes obviously intersectl at innity and any plane normal to these axes would therefore meet the denition of a spherical planecentered on the intersection of theaxes. in the prior application without referring tothe broader aspect herein disclosed, no mention being there made of the general essentials which Thisspecicfform is fully described are also being met by the other specific forms illustrated' here, wherein the two axes inay be nozzleeonstruetion for said exhaust.

c of the lenergy in the case of parallel axes, the sphericalplanes referred to above, wouldk be flat planes normal to the axes, as has already been illustrated by the form of the enginev in the prior vapplication It was discovered laterthat thatiormfcovers only 'one specic form-'oiga broader conceptfoi the invention which is based 'onspherical plane-pV parts with no expansion of the cham.l5-@frisv after combustion, whereby the exhaust orthefnr'rexu-A panded products of; combustion maybe us operate Ya turbine or asa jet ,throughvsu `A further object is to construct an internal combustion engine. having4 the. above' relations of parts with only partial'expansion ofjthechamfbers, wherebypart QQ@ the' energ'ylof v the combustion gases is. Ausedvior'IV operating a mechanical drive' connectionV through .partial expansiony ber@ fore' exhausting the fgaselsvgand. the remai s K A `ofthe exhausted gasesv is 'usf jetpower. ',ff y

Afurther object is, moreA specinc'ally," topi-'of'-- videY an engine ofgthe above type ,wherein' he axesof thewtwo elements are not parallelgbt meetY at some `finite point, whereby to-I provide fori variation of the chamber volumesjwithout the necessity of altering'the'hzelix'l pfitch'esj.`

A further, more specico bject is to provide 'an-engine of the aboveI type whereini'th'e elements extend to bothcsid'es of 1 the Yintersection otftlie two axes and areoonnectedlat said 'intersection bya nozzle or transfer spacebetween.thejreduced chambers on thelfopposite. sidesf fsaid `,intere section. v l

.A Hfurther objectis to adapt. theabove tovstationary operation. v-

l Y ,A further object is'4 to .adapt -th verlic1edrive. ther" and more 'spcifie-"objects will become apparent in the course of the following detailed description of the invention, which is illustrated in the accompanying drawings, wherein:

Fig. 1 shows the essential parts of one specic form of the invention,

Fig. 2 is a sectional view of another specic form and its adaptation to stationary power plant operation,

Fig. 3 is an elevational view of a similar form adapted to a vehicle drive, and

Fig. 4 is an enlarged sectional view of the connecting nozzle or transfer passage taken on the line 4-4 of Fig. 2.

The specific form of the invention shown in Fig. 1, which has been fully described in the prior application referred to above, consists of the two main relatively rotatable elements l and 2, I being the internal worm or helical piston and 2 being the external casing forming the helical opening for cooperation with the helical piston to provide overlapping closed chambers 3, which during rotation of the elements, are formed at one end of the engine, moved to the other end while progressively reduced in volume and then expanded, and exhausted and completely eliminated at the other end.` This op- 4 before they are fully expanded, and exhaust them into a jet for jet power or turbine operation.

The fuel inlet 4 and ignition means 5 may be suitably positioned to introduce the fuel and ignite the mixture respectively in any portion of the combustion cycle.

The exhaust end of the-engine maybe provided with a suitable nozzle 6 for jet power orfor increasing the efficiency of the exhaust of the engine, particularly if the engine is moving through the air to the left as viewed in Fig. 1. Obviously, in that case, suitable streamlining and inlet diffuser construction formed on the bearing supports for the casing, not shown, would be helpful.

Fig. 2 shows a complete engine adapted for stationary operation and is constructed according to the specific form in which the axes of the elements cross each other substantially in the eration is made possible as a result of the struc- `in the opposite direction: or clockwise, looking from the right, (3) in any spherical plane centered at the intersection of the axes--in this case, in any plane normal to the axes, since they areparallel andtheir intersection is at iniinitythe element I has a circular cross-section equal in `diameter to the width of thecross-section of the opening formed by the external casing 2, whichcross-section has semicircular ends of the same radius centered at points spaced from the axis of casing 2 a distance twice the eccentricity of the two axes, (4) the inner element I and the opening formed by the casing 2 are both helically forrr'ledx but with different pitches and pitch diameters: the pitch of the helix of element I being half of that of the helix of the opening along any corresponding increments of the element axes, and the pitch diameter of the helix of element I being equal to twice the eccentricity of the axes, while the pitch diameter of the helix yof the opening is zero since this helix is formed Vright on the axis of the opening, (5) the helix pitches are varied along the axes: the first two complete turns of element I have a pitch p1, while the first complete turn of the opening has a pitch p2 which is twice as great as p1, for the next kturn of the opening it has a reduced pitch pz' being twice as great as 231'; then the pitches are increased to p1" and p2, p2 being twice as great as pif'. Although, as illustrated p2" is shown substantially equal to p2, it may be more desirable to make p2 longer or shorter with re. spect to p2 to obtain more expansion or less de'- pendingr on whether any or all the expansive energy is desired for other than mechanical drive by the engine, such as, for example, for jet power or gas driven turbine operation.'

- efcient operation.

The same choice of power may also be made middle of the engine, whereby a reduction in the operating chambers is provided without changing the pitches of the elements. The two portions of the helical piston I on opposite sides of the intersection of the axes are in thiscase connected by a bar member I 0 for more rigid operation. The two portions could be made separate `without aifecting the operation. The ends of the helical piston I are provided with the gears II and I2 rigidly formed thereon, which mesh with the internal ring gears I3 and yI4 formed in the ends of the casing 2. These gears could be omitted but are deemed desirable to provide a more rigid structure and to relieve the bearing stresses between the yelements during operation. The casing 2 is rotatably supported on stationary shaft bearings I 5 and I6 at the opposite ends thereof, which shaft bearings support pin bearings I'I and I8 in the gears II and I2 respectively.` Thus each element is rotated during operation on its own axis and thetwo elements rotate in a planetary manner with respect to each other. The chambers 3 are formed at one end of the engine and as they move through the engine they rare reduced in volume thusjcausing compression and at the point of substantially highest compression fuel is introduced through fuel supply line I EI and through annular passage 20 to the passages 2I in the wall of element 2'. The fuel supply line I9 and anlnular passage 22E! are formed in a stationary collar 22 which is mounted on stationary support 23. Seals 24 are provided in grooves in said collar to prevent leakage of fuel between the collar and casing 2'. Ignition means such as spark plugs 25 are provided in the wall of casing 2 and are supplied by high tension ignition current through the distributor element 26fa1so located in the collar 22. The compressed air and fuel being mixed in the transfer chamber 21 on each side of the bar member I0 are caused to ignite as they p ass the spark'plugs '25 whereupon their expansion occurs as the gases. move with the chambers towards the other end of the engine. When the gases are substantially fully expanded the chambers are opened and exhausted into the air at the right end of the engine. n is obvious that suitable baiile means may be used at the air inlet `as well as at the exhaust endof the engine for more The structure shown is merely by way of illustrating the arrangement of the main elements of the engine to produce operation.

The drive from this engine may be obtained in many' different ways, only one of which is illus? trated in Fig. 2, namely the gear 28 formed on the casing z which meshes and drives gear 29, the shaft 30 of which is the power takeoff shaft.

Fig. 3 illustrates an adaptation of a similar engine construction adapted to a two wheel drive for Vehicles. Instead of the vdrive gears 28 and 29 the engine is mounted directly on the wheel axis of the vehicle in which the wheels 3| and 32 may be directly driven through an internal clutch on the same shaft and the whole assembly of the wheels and engine may be rotatably mounted in bearings 35 and 36 which are spring suspended by semielliptical springs 3'! and 38 from the frame 39 of the vehicle. The collar 20 in this instance is held against rotation on the casing 2 by means of a fork member 49 rigidly mounted on the frame 39 and having its straight prongs 4I slidably mounted in slides l2 on opposite sides of the collar in rotatably adjustable bearings 43, so as to permit the working of the collar angularly and up and down with respect to the frame 39 during motion of the vehicle over uneven terrif tory.

The clutch used in the wheels may include a one-way clutch for each wheel to permit different speeds of turning of the wheels, when making a turn for example. Various known forms of clutch means and brake means may be adapted for use in this engine combination. No details of these elements are therefore believed necessary. The semielliptical springs 31 and 38 are any conventional type carriage springs, either single or multiple leaf, suspended from the frame by a spring bolt fixed relatively to the frame at one end of the springs and by a movable spring bolt mounted on a shackle pivotally joined to the frame at the other end of the springs in conventional manner.

Obviously many modications in the form and construction of the essential parts of the engine may be made without departing from the spirit and broad scope of this invention, as dened in the appended claims.

The invention described herein may be manufactured and used by or for the Government of' the United States of America for governmental purposes without the payment of any royalties thereon or therefor.

What is claimed is:

1. A planetary type engine comprising two relatively rotatable helical members, one within the other, having coplanar axes and cooperating to form a series of axially overlapping closed chambers therebetween, reduced in volume near the middle of the engine, the inner member having a helix pitch half as great as that of the outer member along any increments of the axes correspondingly spaced axially of the engine, the crosssections of the members correspondingly spaced axially of the engine being circular for the inner member of a diameter equal to the width of the space in the outer member which is bounded by semicircular ends of the same radius as the circu lar section centered at points spaced from the axis of the outer element a distance equal to the helix diameter of 4the inner member, whereby a relatively planetary motion is obtained by the said members during operation, and the chambers are progressively moved from one end of the engine to Athe other while changing their volume correspondingly. I

2. A planetary type engine as defined in claim 1 wherein the axes of the members are not par-` and an internal ring gear meshing therewith and formed at the corresponding end of said outer member, both gears being centered on the corresponding axes of said members and the planetary gear having a diameter double the spacing of said axes at said end of the engine.

6. A planetary type engine as dened in claim 1 wherein a drive gear is formed on said outer member, a driven gear meshing therewith and stationary bearing shafts for said outer member at the ends thereof alined with the axis of said outer member, a planetary gear formed at the end of the inner member coaxial therewith and having a diameter double the spacing of the axes at that point, an internal ring gear formed at the same end of the outer member coaxial therewith and meshing with said planetary gear and a xed bearing shaft for said planetary gear mounted on the xed bearing shaft for the outer member.

7. A planetary type engine as dened in claim 1 l wherein the expansion of the chambers is carried out to provide reduction of pressure in the exhaust to substantially atmospheric pressure, whereby a maximum efficiency cycle of operation may be obtained.

l8. A planetary type engine as defined in claim 1 wherein a portion of the expansion end of the engine is cut off to provide superatmospheric exhaust pressure, whereby the exhaust may be used for jet or turbine propulsion, while only a portion of the expansive energy is used for mechanical power transmission.

WALTER S. PAWL.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,341,846 Gollings June 1, `1920 1,735,477 Stuart Nov. 12,1929 2,553,548 Canazzi et al. May 22, 1951 FOREIGN PATENTS Number Country Date 695,539 France Sept. 30, 1930 85,331 Sweden Nov. 21, 1935 108,420 v Australia Sept. 14, 1939 

